Railway-car bolster.



'NO IDDEL.

Nb; Maese.

UNITED STATES Fatented November 24, 1903.

ARNOID STIICKI, OF ALLEGHENY, PENNSYLVANIA.

RAILWAY-CAR BoLsTER.

SPECIFICATION forming part of Letters Patent No. 745,262, dated November24, 1903.

Application iiled August 27, 1903. Serial No. 171,007. (No model.)

T0 all whom, t may concern:

Be it known that I, ARNOLD STUCKI, a citizen of the United States, and aresident of Allegheny, Pennsylvania, have invented certain Improvementsin Railway-Oar Bolsters, of which the following is a specification.

My invention consists of certain improvements in or additions to therailway-car bolster shown in my Patent No. 685,157, dated October 22,1901, for the purpose of adapting it especially for use as abody-bolster.

In the accompanying drawings, Figure 1 is a side elevation of thebolster with parts of certain sills of the car. Fig. 2 is a view of thebolster, partly in plan and partly in sectional plan. Fig. 3 is atransverse section on the line a a, Fig. 1. Fig. 4 is a tranvers'esection on the line b l?, Fig. 1. Fig. 5 is atransverse section on theline c c, Fig. 1. Fig. 6 is a transverse section on the line d d,Fig. 1. Fig. 7 is a plan view of an element of the center bearing of thebolster; and Fig. 8 is a side view of one end of the bolster,illustrating a different construction from that shown in Fig. 1. Figs. 3to 7, inclusive, are on a larger scale than Figs. 1, 2, and 8.'

In its general construction the bolster is similar tothat of the formerpatent and comprises a truss with flat top member 1 and bent bottommember 2, these members having pockets struck up therefrom near eachend, so as to form abutting braces 3, which are suitably rivetedtogether. Between the top and bottom members of the truss, at the centerof the bolster, are interposed center braces 4, having top and bottomflanges riveted, respectively, to the top andbottom members, the centralWebs of these braces being separated from each other, except atthecenter, where the upper portion of each web is bent inwardly, so as toabut against the corresponding inwardly-bent portion of the other web,these two abutting portions being riveted together, as shown in Figs. 2and 6.

At the center of the lower portion of each web 4. it is curved outwardslightly, so as to form a socket for the reception of the upper portionof the king-bolt,which passes through a suitable opening in the bottomof the truss and in a cupped or dished center bearing 6, which isriveted or otherwise firmly secured to the bottom member of the trussand is braced and stiened vertically by means ofV an interposed block 7,consisting of a ring with radiating wings, as shown in Fig. 7.

At points intermediate of the center and ends of the bolster flangedstiffening-plates 8 are interposed between the top and bottom members ofthe truss, the flanges of these plates being riveted or otherwisesecured to said truss members and their vertical webs being bypreference ribbed or corrugated, as shown at 9, so as to stiffen thesame and cause them to interpose greater resistance to the strains towliichthey are subjected.

All of the longitudinal sills of the car rest upon the top member of thebolster, unless the side sills are deeper than the center andintermediate sills, in which case the top member of the bolster isdiscontinued at such a distance from the end of the bottom member as toaccommodate said deeper side sills, against the inner face of which thetop member of the bolster abuts, as shown in Fig. 1, the sills restingupon the projecting end portions of the bottom member of the bolster. Inthis case it is preferable to` bend downward the subjects them.

The flanges 11 of the top member of the bolster, projecting on each sideof the pockets 3, are preferably stiffened by brackets 12, which may besuitably pressed up from the metal of which the top member of thebolster is composed,v as many of these brackets being employed as thecar-builder may consider necessary to properly stiften these portions ofthe upper member of the bolster.

It will of course be understood that where the deep side sills are notemployed both members of the bolster will extend to the same point andthe side sills will be supported directly upon the top member of thebolster in the same manner as the center and intermediate sills. (SeeFig. 8.) y

On the underside of the bolster are secured pressed strips of sheetmetal forming side bearings 13 for coperation with similarbearings uponthe truck-bolster.

A body-bolster constructed in accordance with my invention is very lightcompared with the strength possessed by it, the metal being disposed tobest advantage to resist the strains to which the different portions ofthe bolster are subjected. The bolster is also cheap as compared withother bolsters now in use. It permits the ready passage of draftsills,brake-pipes, brake-rods, and other paraphernalia and is readilyaccessible in all of' its parts. Hence it can be thoroughly coated withpaint or other protective material to prevent oxidation. The centerbrace is eX- ceptionally strong and rigid, and the labor cost of fittingtogether the various parts of the bolster is reduced to a minimum, verylittle shearing of the plates being necessary.

Having thus described my invention, I claim and desire to secure byLetters Patentl. The within-described body-bolster for railway-cars, thesame consisting of top and bottom members forming a truss, these membersbeing separated from each other by central, end, and intermediatebraces, the end braces being formed by pressing pockets in the metal ofthe top and bottom members of the bolster, substantially as speciiied.

2. The within-described bolster for railwaycars, the same consisting oftop and bottom members forming a truss, these members being separatedfrom each other by central, end, and intermediate braces, the centralbrace forming a support for the center bearing of the bolster, and theend braces being formed by pressing pockets in the metal of' the top andbottom members of the bolster, substantially as specified.

3. The within-described body-bolster for railway-cars, the sameconsisting of top and bottom members forming a truss, thesemembers beingseparated from each other by central, end, and intermediate braces, theintermediate braces being composed of flanged plates, whose iianges aresecured to the top and bottom members ot' the bolster and whose Verticalwebs are bent or corrugated, substantially as specified.

1i. A body-bolster for railway-cars consisting of top and bottom membersforming atruss, central braces interposed between said top and bottommembers of the truss, a cupped or dished center bearing secured to thebottom member, and a brace or filler-block interposed between saidcupped center bearing and the bottom member of the truss, substantiallyas specified.

5. A body-bolster for railway-cars consisting of top and bottom membersforming a truss, said members being braced at the ends by means ofabutting pockets struck up therefrom and the upper member beingdiscontinued some distance from the end of the lower member so as toprovide for the seating of a deep side ysill directly upon said lowermember, substantially as speciiied.

6. A body-bolster for railway-cars consisting of top and bottom membersforming a truss, said members being braced at the ends by means ofabutting pockets struck up therefrom and the upper member beingdiscontinued some distance from the end of the lower member so as toprovide for the seating of a deep side sill directly upon said lowermember, which, at and near its ends, is provided with depending sideedge fanges, substantially as specified.

7. A body-bolster for railway-cars comprising top and bottom membersforming a truss braced at the ends by means ol abutting pockets struckup from said members, the flanges of the top member extending beyondsaid pockets, being braced by means oi' brackets extending from saidfianges to the sides of the pockets, substantially as specified.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

ARNOLD NTUCKI. lVitnesses:

G. ll. RANKIN, ARNIN l-I. W ILLE.

